Scotch block



N09. 26, 1940. c. c. BRADBURY 2,223,025V

SCOTCH BLOCK Filed May 16, 1958 2 sheets-sheet '2 y 10g 3 @v -...gw Ww 32 96 gli \k\ l K f 10,2 94; uQ6 102 26 102 '92 Cil Patented Nov. 26, 1940 UNITED STATES SC'OTCH BLOCK Clifford C. Bradbury, Glencoe, Ill., assignor to Hayes Track Appliance Company, Richmond, Ind., a corporation of Indiana Application May 16, 1938, serial No. 208,139 i 15 Claims.

The present invention is directed to the improvement of car wheel stops of the type commonly known as Scotch blocks or the like, used on railway tracks. It is directed particularly to Scotch blocks of the type disclosed in theHayeS Patent No. 1,801,917 assigned to the assignee of the present invention, which are slidably mounted upon rails and are provided with portions extending below the base of the rail into the plane of the rail supporting ties for transmission of the shock of impact to the rail bed.

Scotch blocks constructed in accordance with the disclosure of the Hayes patent provide a cushion stop for the car wheels. This results from the fact that the force of the car wheel impact is transmitted to and effects a slight movement ofthe ties in the rail bed. 1t is this slight movement that provides a cushion-like shock absorbing resistance which minimizes damage to either the cars orY rails. The blocks are applicable to rails Without the necessity of drilling either the blocks or the rails and are designed for application to rails of different sizes.

A primary object of the present invention is to provide a Scotch block that may be applied readily to rails yof different sizes and which is adapted to limit movement of the car by effecting relative movement between the rail and tie in the plane of the rail to separate the two upon car wheel impact.

A further object of the invention is tu provide a Scotch block adapted not only to effect relative movement between the rail and tie in the plane of the rail under car wheel impact but also to move the rail securing spikes Vsidewise as the block is gradually moved along the rail under successive impacts. f

A further object of the invention is to provide a new and improved Scotch block adapted not Y only to move the spikes sidewise but also downward, whereby the'blocks may beused .in connection with rails supported upon steel plates through which the spikes extend into the tie.

A further object of vthe invention is to provide a Scotch block4 of the type described in which the means for effecting relative movement between the rail and tie and movement of the spike is constructed as an integral part of the block.

A further object of the invention is the provision of attachments ,constructed separately from the blocks for mounting upon portions of the rails and contact by the blocks and which are adapted to effect relative lmovement between the rails and ties in the plane of the former and,

(Cl. loll- 259) likewise, if desired, `to drive `the rail-securing spikes sidewise and downward as the attachment is moved by the stop under successive car wheel impacts.

Other objects and advantages of the invention 5 will become apparent from the ensuing description, in the course of which reference is had t the accompanying drawings, in which: n

Fig. lis a side elevation of a single Scotch block and attachments mounted on a rail; 10

Fig. 2 is a top plan view,` partially in section, of the apparatus shown in Fig. 1;

Fig. 3 is a partial rear elevation of the apparatus shown in the preceding figures. This view may also be yconsidered as atransverse cross-sec- '15 tional View taken on the line 3-3 of Fig. 1;

Fig. 4 is apartial side elevation of a modified form of attachment; n

Fig. 5 is a view similar to Fig. 3 of the appa- 20 ratus shown in Fig. 4; v

Fig. 6 is a side elevation ofY a modified forml of Scotch block in which the means for effecting relative movement between-the rail andv tie is formed as an integral part of the block; and y Fig. 7 is atransverse sectional view taken along the line 1--1 of Fig.V 6. v,

Referring rst to Figs. 1 lto 3' inclusive, the Scotch block indicated generally by reference numeral l0 may be seen lto comprise apair of plates I2 which are reverse duplicates of each other. They are secured together at their front ends and spread divergently apart at their rear ends thereby to `form a tapered structure. The

`forward ends are secured together by` suitable means as bywelding them to a. plurality of variously shaped spacing blocks I4, I6, IB, 20, 22 and 24 placed between the plates at suitable places as clearly indicatedin Fig. 1. Additional spacing blocks may be utilizedif desired, The o forward ends of the plates are seated upon the rail head and the spaced apart rear yends are Welded to an inverted U-(shaped rail saddle 26 adapted to seat upon the rail head and extend, preferably but not necessarily, vwell below thek base of the rail into the plane of the ties 28 upon which therail 30 is mounted. The rail is shown seated upon steel plates 32 provided with four apertures ,through which the rail-securing spikes 34 are driven into the ties. 50

The rear end of the saddle is provided with a relatively wide flange 36 to give it greater strength and, toydistribute the force of the car wheel impact over a greater portion of the front faces 38 of the pair ofattachments 4,0 which 55 GO cross bar 58 is forcedv `to travel in unison with the are provided for the purpose of effecting relative movement of the rail and ties as the block is gradually moved undersuccessive car wheel impacts. The construction of the attachments and their mode of operation will be described in greater detail hereinafter.

The saddle 26 provides a means for centering the rear end of the Scotch block upon the rail and the downwardly extending portions thereof are spaced far enough apart so that the saddle may be fitted over the largest size rails for which .the block is designed.

The front or abutment end of the block` l'is centeredupon the rail by a pair f eccentrically bored centering blocks 42 removably mounted upon downwardly extending pins 44 by means of Cotter pins 46. The pins 44 are formed integrally with blocks 138 welded 0r .otherwise suitably secured to the outer surfaces'of theiplates I2. The described construction of the front end centering means provides an easy means for center'- ing the front end as centering cani-be accomplished simply by changing the angular positions of the blocks so that they always engage the sides ofthe rail head.

The wheel abutment d is formed, as may be `noted from Fig. 2, with a width greater than the combined width of the plates l2 by cutting the plates backward from their line Aof contact, i. e., the line from which their divergence commences and which passes through the upper and lower points of Contact ofthe plates. This construction eliminates all undesired stresses in the plate and provides an abutment of a width sufhcie-nt to engage a considerable portion of the car wheel and at the same timek permits the use of relatively thin plates. The'abutment has a curvature corresponding to the. contour of the .car wheel andthe blockitself has ,a Aheight substantially equal to the distance thev car wheel axle extends above the rail.

rThe -fronto-r abutment-end of the block is clamped to the rail by non-clamping means -indicated generally by reference numeralv 52. This clamping means 4comprises a looped structure adjustably supported from the plates by a pin 54 apertured at its end and extending through and welded -to both yplates.` `The spacing block 24 maintains the plates I2 a predetermined distance'apart at the place where the pin 54 goes through'the latter and also serves as a guide for the pin. l

The clamping means itself consists o f a pair of parallel bolts 55 extending vertically through the apertures in the pin 54 and secured together at'i their lower ends by a cylindrical cross bar 58 welded thereto. rNuts 60 are threaded to the upper ends of the bolts and provide a means for drawing the cross.l bar 58 into engagement with the under sides of rails of different size. `The "blocks by means rof afpair of eye-bars 6| prov er ends of the divergent plates l2.

vReturning now to aldetailed description of the attachment 4E) which ,forms the principal feature of the present invention', it may be seen that vthis attachment.) may be. divided morev or less arbitrarily intothree portions;v vThe rst, and most importanafis therear portion comprising a pair of angularly disposed tapered surfaces lil and 'l2 adapted respectively to drive the spikes 34 sidewise and to effectk relative movement between the rail and the tie in the plane of the former whereby the rail and tie are separated. The attachments also comprise an intermediate portion 'f4 of relatively narrow section lyingl above the flange of the rail and providing grooves It to permit the insertion of the offset portions 64 of the eye-bars (il. The rear Vends of the attachments constitute the thirdportion. The third portion is provided with downwardly extending projections 18 through which extends a bolt 89 by means of which the attachments are held in spaced relation to each other and are drawn into relatively close relationship to the rail flange.

anges of the rail and it may be seen that they are provided with tapered longitudinal laterally extending grooves 82 whose surfaces are adapted to engage the top andbottom surfaces of the rail anges. The grooves are dimensioned so that the attachments may be placed upon flanges of various sizes. Inthe embodiment illustrated, the attachments are shown mounted upon a rail of large size, and because of the thickness of the flange, theattachments do not extend clear to the web of the rail as they would when mounted upon a rail of smaller size.

In order to make certain that the initial movement of the attachments under car wheel impact will effect a separation of the rail from the tie, 4the forward end of the attachment is made relatively pointed and narrow as indicated by reference numeral 83. The portion S3, which is wedge-like in shape, is adapted to enter between the bottom of the rail and the plates (32 and is effective to force these apart, thereby drawing the spikes 34 upwardly from the tie. Upon further, movement of the attachment the forward pointed portion 84, also wedge-like in shape, which lies above the flange is effective to move the spikes sidewise so that they will not materially impede the gradual forward motion of the stop.

When applied to small sized rails the attachments vare displaced toward the web of the rail,

`while the position of the saddle remains fixed.

The over-all width of the attachment, therefore, should be suflcient to drive the spikes outward beyond the blocks even when mounted upon rails of smallest size. In similar manner, on small rails the saddle 25 is displaced rdownwardly with respect to the attachments and in order to provide proper operation, the depth of the attachments likewise is so dimensioned that the ties ntever impinge the saddle orother parts of the s op. f

It should be understood also that the tapered surface 'l0 should extend from a point well toward the railflange in order to avoid the danger of the point thereof striking the spike.

When it is desired to install a Scotch block of the type described in detail above, the two attachments 40 are rst positioned upon the flanges of a rail. Thereafter thebolt 80 is passed through the forward ends thereof and the two attachments are drawn lfairly close to the flange but not so close asv materially to impede movement of the attachments along the flange under car wheel impact. Thereafter, the block I is mounted upon the` rail with the forward end Seated thereon so thatthe saddle 26 straddles the rail and the narrow portion 'I4 of the attachment 40.

the offset portion 64 thereof hooked in the openings 1t, and nally the U-shaped clamp is attached to the eye-bars 6| and the pins 54, slidably to clamp the forward end of the stop upon the rail.

A Scotch block is similarly mounted upon the other rail and when the two are in place, the apparatus is ready for operation. Whenever a car strikes theblock, the force of theimpact is transmitted by the block to the attachment. This force tends to cause a rearward motion oi the block and attachment and this in turn is effective first to effect a separa-tion`r of the rai-l from the tie and thereafter to eifecta further separation of the rail and tie and simultaneously therewith to drive the spikes 34 sidewise. This movement of 'the attachment, it should be understood, is relatively gradual, because the force `of the impact is absorbed to a certain extent by the tie and the ballast. Furthermore, the weight of the car itself is utilized in stopping the car because of the fact that this weight tends to opr of the spikes, but also to drive the spikes downward after they have been moved sidewise a predetermined distance. This type of attachment is particularly advantageous where steel plates 32 are used, because it is not necessary to drive the spikes sidewise as far as in the previously described form.

The modified form of attachment is indicated generally be reference numeral 90. It comprises a horizontally tapered surface 92 and a vertically tapered surface 94 corresponding to the surfaces 'l0 and '|2 of .the previously described embodiment. The surface 94 which lies below the rail flange terminates in a rear narrow portion s6, while the surface A22 terminates in a narrow and pointed portion 93 corresponding respectively to the portionsv 83 and 84 of the previously described modification. The attachments are provided with longitudinal grooves Hill whereby they may be and aresupported by the flanges of the rail and have downwardly extending curved surfaces |02 by means of which the spikes are driven downwardly below the scotch blocks by the movement of the attachments under successive carwheel impacts. The spikes are first driven sidewise by the forward portions 98 of the attachments located above the rail flange until they are moved sidewise beyond v the flange. Thereafter the spikes are driven downward in an uninterrupted manner by the portions |02. It should be observed `that the upper ends |84 of the surfaces |02 should be at a height sufficient readily to receive the heads of the spikes 34.

When the attachment and wheel stop of the present modification have been installed, the initial movement of the stop and attachments results in a relative movement between the rail and tie in the plane of the rail to effect separation of the rail and tie just as in the previously described embodiment. After the two have been above, the advantage of this construction resides -in thefa'ct that there is no tendency to shear the spike by the considerable sidewise movement thereof.

The advantages of the present invention are realizable in blocks of different construction in which the attachment is made integral with the lock. A device of this sort has been illustrated in.Y Figs. 6 and 7. In this modification, the Scotch block comprises a pair of complementary plates Ilil and I2 having their forward upper -ends curved to form a wheel abutment I I4. The

plates are provided with intermediate outwardly disposed sections ||5 adapted to fit over the largest size of rail to which the block is to be attached, while the lower extremities of the plates are provided with laterally extending grooves I I6 adapted to fit over the flanges of the rail Eil.: The plates arev held together by a plurality. of bolts |I8 located near the top of the block, near the surface of the rail head and below the base of the rail. The bolts .located at the two first mentioned places pass through spacers |29, which are of a size dependent upon the size of the rail. The bolts I I3 below the base `of the rail' are drawn only so tightly as to permit relatively free movement of the block along the rail under carwheel impact.

The rear ends of the blocks are constructed in a manner similar to the attachments 9|) of the modification shown in Figs. 4 and 5. However,

thevarious angularly disposed surfaces of this attachment are formed integrally with the two platesforming the Scotch block. The bottom `surfaces of the plates are tapered as indicated at |22, this taper being relatively gradual and extending from the lower surface of the rail `to a point below the lowermost bolt |53. The rear endl of the portion of the plate below the rail flange terminates in a relatively narrow pointed end IMadapted to effect separation of the rail and tie. A portion of each plate is. provided with-a vertical surface |245, lying above the rail flange and terminating slightly forward of end |24, for the purpose of driving the spikes sidewise, while the curved surface |28, corresponding to the -surface |02 of the embodiment shown in Figs. ,4and 5, drives the spikes below the rail flange and block. v

-jFrorn the above` detailed description, it should be'apparent to those skilled in the art, that the rail is separated from theties by the tapered surface |22, and that the spikes 34 are driven sidewise and finally downward by the surfaces |25 'and |23 as the Scotch block moves progressively rearwardly under successive car wheel impacts.

The various .modifications embodying the present invention have been illustratedV in order to setforth the details of `applicants invention.

vFrom these modifications it should be apparent tov those skilled in the artthat the invention is susceptible of change by those skilled in the art. For this reason it is contemplated thatthe embodiments that have been described are not to the invention is limited only by the claims.

What I claim as new and desire to secure by United lStates Letters Patent is asV follows:

1.v A wheel stop adapted slidably to be mountedupon a rail, includingin combination, a car wheel abutment structure upstandingV in the plane of the rail and havingaheight substantially equal to the distance the car wheel axle extends above the rail, said structure having a wedge-like extension lbelow andlocated `adjacent the base of the rail adapted to enter between the rail and tiey to effect separation `of the rail and tie forresisting movement of the stop under car wheel impact.

2. A wheel stop adapted slidably to be mountl' ed upona rail, including in combination, a car 1 having a pair of laterally diverging surfacesl wheel abutment structure upstanding in 'the plane of the rail and having a height substantially equal to the distance the car wheel axle extends above the rail, and means including structure supported by the rail flanges having a wedge-like extension below and located adjacent'the base of the rail, said structure being separable from but in abutting engagement with the stop, and said extension being effective to enter between the tiev and rail to causeV` separation of the rail and tie for resisting movement of the stop under car wheel impact.

3. A wheel stop adapted slidably to be mounted upon a rail, including in combination, a car wheel abutment structure upstanding in the plane of the rail and having a height substantially equal to the distance the car wheel axle extends abovel the rail, said structure .having an extension formed 'integrally therewith and having a wedge-like portion extending below and' located adjacent the base of the rail adapted to enter between the rail and tie to effect separation of therail andtie for resisting movement of the stop under car wheel impact.

4. A wheel stop adapted slidably to be mounted upon ya rail fastened to ties by. spikes, including in combination, Ia car wheel abutment structure. upstanding in the plane of the rail and having a width greater. than the rail, and a'wedge-like extension vbelow and located adjacent the base of the rail adaptedto enter between the rail and tie to eiect separation of the rail and tie for resisting movement of thestop under car wheel impact, said extensionrhaving a pair of laterallydiverging surfaces located above the railflanges `for driving the spikes sidewise away from the rail whereby the spikes will; not substantially 4impede forward Inlovement of the stop.

K 5. A wheel stop adapted slidably to be mounted upon a rail fastened to ties by spikes, including in combination, a car wheel abutment structure upstanding in the plane of the rail and having a'width greater than the rail, anda wedge-like extension below and located adjacent the base of therail adapted to enter between the railv and tie to eifect separation of the rail and tie for'resisting movement of the stop under car wheel impacts, said extension located above the rail flanges for driving the spikes sidewise away from the rail 4and having a pair .of downwardly inclined surfaces associated with the last mentioned ysurfaces for driving the spikesfdownward whereby the spikes will not substantially impede the forward movement'of the stop. l

6. A wheelstop adapted slidably to be mount-y ed upon a rail seated upon a plate .and secured to a tie Vby spikes passing through the plate, including Ain combination, a car wheel abutment upstanding inthe plane of the rail and having av width greater vthan the rail, and a;

wedge-like extension below and located adja-v cent the base of the rail adapted to enter bel tween the rail and plate to effect separation of the rail and tie for resisting movement of the stop under car wheel impacts, said extension having a pair of laterally diverging surfaces located above the rail flanges for driving the spikes sidewise away from the rail and having a pair of downwardly inclinedI surfaces associated withk the last mentioned surfaces for vdriving the -spikes downward below the stop as the latterV `stop is moved forward, whereby the extension will impede but not prevent movement of the stop and will not shear oif the spikes when it is moved by the stop.

7. An attachment for use with a wheel SUOI)` spike securing the rail to the tie and nally downward movement of the spike.

8. An attachment for use Awith a wheel stop adapted to be mounted upon a rail and to slide therealong under car wheel impact, comprising a member vadapted to be placed in front of the stop for engagement with and movement thereby and supportedy by a flange of the rail, said member being provided with a first surface lying substantially in a vertical plane and tapered so` as to extend Afrom between the web and outer edge of the flange of the rail beyond the flange for driving lthe spikes securingthe rail to the tie sidewise as the stop moves the attachment forward, said member being also provided with a second surface tapered vertically so as to enter between the rail and tie to effect separation of the rail and tie as the attachment moves forward. Y

9. An attachment for use with a wheel stop adapted to be mounted upon a rail and to slide therealong under car wheel impact, comprising a member adapted to be placed in front yof the stop for engagement with and movement thereby and supported by a ange of the rail, said member being provided with a first surface lying substantially in a vertical plane and tapered so as to extend from a point between the web and outer edge of the flange of the rail beyond the-outer edge for driving the spikes securing the rail toa tie sidewise as the stop moves the .attachment forward, said member being provided with a second surface tapered vvertically and having a relatively thin and narrow forward end adapted to enter between the rail andy tie for effecting separation of the rail and tie vas the attachment moves forward, saidinemberbeing provided also with a third surface tapered vertically and arranged to drive the spikes downward after the first surface has driven them sidewise a predetermined distance.

10. A scotch block having at one end a car wheel abutment upstanding in the plane of the rail and adapted to slide along the rail under car Wheel impact, said block having dependent structure straddling the rail and extending below the bottom of the rail whereby the stop may be slidably clamped to the rail and having further dependent structure extending below the bottom of the rail at the end opposite the abutment, and means including structure having a wedge-like portion supported by the rail for contact by said last mentioned structure and separable from the block, adapted to enter between the rail and tie to effect separation of the rail and tie for absorbing the shock of car wheel impact.

11. A scotch block having at one end a car wheel abutment upstanding in theplane of the rail and adapted to slide along the rail under car wheel impact, said block having dependent structure straddling the rail and extending below the bottom of the rail whereby the stop may be slidably clamped to the rail and having further dependent structure extending below the bottom of the rail at the end opposite the abutment, and means supported by the rail for contact by said last mentioned structure and separable from the block, adapted to effect separation of the rail and tie for absorbing the shock of car wheel impact, said last mentioned means comprising a pair of attachments supported by the rail anges and provided with a plurality of angularly disposed wedge-like structure defining surfaces adapted to effect separation of the rail from the tie by entering between the rail and tie and to drive the rail spikes away from the dependent strucy ture of the stop.

l2. A scotch block having at one end a car wheel abutment upstanding in the plane of the rail and adapted to slide along the rail under car wheel impact, said block having dependent structures straddling the rail and extending below the bottom of the rail whereby the stop may be slidably clamped to the rail, and means dening wedge-like structure below the rail supported by the rail for contact by the stop and separable therefrom adapted to enter between the rail and tie to effect separation of the rail and tie for absorbing the shock of car wheel impact.

13. A scotch block having at one end a car wheel abutment upstanding in the plane of the rail and adapted to slide along the rail under car wheel impact, said block having dependent structure straddling the rail and extending below the bottom of the rail, means extending below and across the bottom of the rail and cooperating with said structure for slidably clamping said stop to different sized rails, said block having further dependent structure at the end opposite the abutment extending at least some ldistance below different sized rail heads, and means supported by the rail for contact by said last mentioned structure and separable from the block adapted to effect separation of the rail and tie, said last mentioned means comprising a pair of attachments provided with longitudinal grooves adapted to contact the upper and lower surfaces of flan-ges of different sized rails, with a plurality of angularly disposed surfaces adapted to enter between the rail and tie for effecting separation of the rail from the tie with a pair of diverging surfaces located above the rail flanges for driving the rail spikes away from the dependent structure of the stop, with a relatively narrow intermediate lportion adapted to fit between the further dependent structure and webs of different sized rails above the iianges and with a dependent portion extending below the bottom of the rail whereby the pair of attachments may be slidably clamped to the rail anges.

14. A device` of the class described comprising two complementary upright members having their front ends shaped to conform to a car wheel and having lower portions adapted to surround and to be slidably clamped to a rail, and integral rear portions provided with angularly disposed wedge-like structure defining surfaces the pointed portions of which lie adjacent the rail base for entry between the rail and tie adapted to effect separation of the rail and its supporting tie, said rear portions being provided also with a pair of diverging surfaces located above the rail flanges to drive rail securing spikes sidewise.

15. A device of the class described comprising two complementary upright members having their front ends shaped to conform to a car wheel f and having lower portions adapted to surround and to be slidably clamped to the rail flanges,- 

